Energy conservation cycle engine

ABSTRACT

An energy conservation cycle engine which protects environmental pollution by reducing NOx gases, unburned materials and increases the specific output power per weight by reducing friction-loss and vibration, by reducing the wall thickness of the main combustion chamber, and by raising the maximum combustion pressure thereby reducing CO 2  in the exhaust gas. A piston has a cup-like recess at its top and a small diameter piston protrudes therefrom. A cylinder head conforms with the shape of the piston to accept the protruded portion so as to form two combustion chambers, a main chamber and a sub-chamber, and the lower end of the sub-chamber is tapered to accelerate the movement of the combustion gas between the two chambers.

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a piston reciprocating cycle, whichconverts conventional and special piston reciprocating motions torotational power. More particularly, the present invention relates to anenergy conservation cycle engine in which in order to improve the energyconversion efficiency of my previous invention, based on the third lawof thermodynamics, "Energy transformation method and its system forpiston reciprocating cycle" (Japanese Patent Application No. Hei 7-79292and U.S. patent application Ser. No. 08/608,148) by conserving the majorportion of the thermal energy within a main combustion chamber, therebythe amount of energy release (a stroke volume of the piston) at the topdead center becomes low and most of the thermal energy is obtained after30 deg. in crank angle.

BACKGROUND OF THE INVENTION

In the prior art, as shown in FIG. 1(a), a combustion chamber is definedby a cylinder head and a piston. The diameter of the combustion chamberof the prior art is comparatively large and a combustion pressure and acombustion temperature are applied to the large area of the combustionchamber and piston. Since cooling is essentially required, as thecombustion chamber increases in diameter and surface area, a coolingloss increases. Moreover, when increasing the maximum combustionpressure, a reinforcement depending on the combustion pressure isrequired, whereby the weight per output is increased. Similarly, whenincreasing the maximum combustion pressure, since the friction losses ofa piston ring or the like are increased, the friction loss per output isincreased.

At the moment of combustion, usually, a combustion period extendsbetween nearly 40 deg. to 60 deg. in crank angle after the dead centers.However, when the piston begins to retract from the top dead center, thecombustion chamber communicates with the cylinder, whereby in responseto the retraction of the piston, the volume of the combustion chamber isincreased rapidly. As a result, an extreme non-constant volumecombustion is caused, so that the maximum combustion pressure and themaximum combustion temperature are lowered rapidly, whereby thecombustion conditions deteriorate.

Moreover, when regulating the combustion conditions to reduce thegenerated NOx gases, the uncombusted portion of the fuel is increased,and when regulating the combustion conditions to reduce the uncombustedportion of the fuel, the generated NOx gases increase.

With reference to a pressure diagram of a constant pressure cycle engineshown in FIG. 2, another description is given. In the conventionalconstant pressure cycle engine, the major portion of the thermal energygenerated by combustion, including the thermal energy at the maximumcombustion pressure, is released as shown in FIG. 2, until 30 deg. incrank angle after the top dead center. Since before and after the topdead center, the friction loss is maximized, the thermal energy releasedis dissipated by the friction force, whereby the amount of work (astroke volume of the piston) becomes extremely slight. On the one hand,at the best opportunity of 90 deg. in crank angle after the top deadcenter at which the friction loss is minimized and is most adapted torelease the thermal energy, the thermal energy to be released is reducedby nearly one fourteenth, whereby thermal energy of nearly 30 percent islost.

In the constant volume cycle engine, since the curves of a pressurediagram shown in FIG. 2 further is shifted to the top dead center side,thermal energy of 30 percent or more is lost.

That is, it has been the largest disadvantage in the prior art that thethermal energy to be released is released almost at the time when thefriction loss is at a maximum.

The pressure diagram of the constant volume cycle engine shown in FIG. 2is described as compared with the case where we make a bicycle toadvance efficiently by pushing down vertically. In the conventionalconstant pressure cycle engine and the constant volume cycle engine, themajor portion of the thermal energy generated by combustion is releasedfrom the top dead center to 30 deg. in crank angle after the top deadcenter. On the other hand, we do not attempt to release the entireenergy in the vertical direction at the time when the bicycle pedal isat the top dead center. Especially, at 90 deg. in crank angle after thetop dead center where the efficiency of the case of converting anup-and-down motion to rotating power becomes the best timing, the forceto be applied to the bicycle pedal is never reduced to nearly onefourteenth.

Since we know well the laws of nature from the experimental laws, at thetime when the bicycle pedal is at the top dead center, the force to beapplied to the bicycle pedal is reduced to the minimum required, and tothe timing of 90 deg. in crank angle after the top dead center where theefficiency of converting the up-and-down motion to rotating powerbecomes its maximum, the force to be applied to the bicycle pedal isexpanded increasingly.

That is, at the top dead center, the friction loss is maximized, so thatthe efficiency of converting the up-and-down motion to rotating powerbecomes lowest. On the one hand, at 90 deg. in crank angle after the topdead center, the friction loss is minimized, so that the efficiency ofconverting the up-and-down motion to rotational power becomes itshighest. This practice can be understood readily from FIG. 2.

Similarly to the case where we make the bicycle advance efficiently, thesystem which optimizes the distribution of the amount of release withrespect to the timing of releasing of the thermal energy is the "Energytransformation method and its system for piston reciprocating cycle"(Japanese Patent Application No. Hei 7-79292 and U.S. patent applicationSer. No. 08/608,148) which this applicant had invented previously.

Shifting the timing at which the release of the thermal energy becomesthe minimum from the time when the friction loss is maximized to thetime when the friction loss is minimized, the system which the "Energytransformation method and its system for piston reciprocating cycle"which increases the efficiency of the case of converting the up-and-downmotion to rotating power further is improved is the present invention.

Moreover, although this applicant had applied an energy conservationcycle engine that by reciprocating motion of a dual enlarged headpiston, a pendulum arm is pendulated to rotate a crankshaft by thependulating motion to produce rotational power, there has beendisadvantages that due to the pendulating motion of the pendulum arm,the volume is increased and the structure is sophisticated, whereby animprovement of the energy conservation cycle engine such that ashortened stroke engine is used to rotate the crankshaft directly toconvert to rotational power to produce a large output in spite of beingcompact and lightweight is provided.

The main object of the invention is to improve the various energyconservation cycle engine of the previous application, whereby NOx gasesand the uncombusted portion can be eliminated, thereby environmentalpollution being reduced.

In converting from a piston motion to rotational power also, there arethe objects of providing an increase in a rotating force and utilizingthe conserved thermal energy as rotational energy usefully.

Furthermore, it is an object that the friction loss and vibration of thecycle engine are reduced to reduce the equivalent to the maximum bearingload, thereby increasing the maximum combustion pressure and reducingCO₂.

Moreover, as a further object, a thinning in wall thickness andreduction in weight of a main combustion chamber, weight reduction of aspecific weight per output and an improvement of a scavenging effect areprovided.

Furthermore, it is an object that, without reference to a kind of fuel,fuel ignition system, number of cycles, scavenging system and type ofengine, while a specific output per weight is increased, the frictionloss is reduced, thereby reducing environmental pollution including CO₂.

DISCLOSURE OF THE INVENTION

To solve the problems of the prior arts, the shape of a piston of thisinvention is formed as indicated in FIG. 1(c) into a stepped shape,comprising a large diameter portion (hereinafter referred to as anenlarged head piston) having a cup-like recess, and a small diametersecond piston (hereinafter referred to as a small piston) whichprotrudes from the cup-like recess.

A cylinder head has a shape for accepting said pistons, consequently, afirst combustion chamber (hereinafter referred to as a main combustionchamber) is defined by the small piston 23 and the cylinder head and asecond combustion chamber (hereinafter referred to as a sub-combustionchamber) is mainly defined by the enlarged head piston 22 and thecylinder head.

For example, we consider a small piston having a diameter of one fifthof the enlarged head piston. Since the small piston has a diameter ofone fifth of the enlarged head piston, the diameter of the maincombustion chamber is also one fifth of that of the sub combustionchamber. Therefore, the thickness of the cylinder head defining the maincombustion chamber can be reduced to one fifth, thereby the weight ofthe cylinder is reduced. Moreover, since the area of the piston definingthe main combustion chamber is reduced to one twenty-fifth, the minimumbearing load applied to the piston is reduced to one twenty-fifth if thesame combustion pressure is applied. Therefore, the maximum combustionpressure can be increased and the friction loss can be decreased. If themain combustion chamber and the sub combustion chamber communicates atan angle of 40 deg. in crank angle after the top dead center, the strokevolume of the piston is concluded at 1/5 as compared with theconventional one, whereby the amount of the energy released becomes1/25, and consequently 24/25 of the energy which used to be released isconserved. By releasing the conserved energy when the efficiency of thecase of converting the linear motion to rotating power becomes the besttiming, an energy conversion efficiency of the entire engine isincreased.

If the volume of the combustion chamber exceeds a certain volume, thecombustion temperature exceeds 3500° C., and the combustion pressureincreases, it is preferable to add a water injection means 5 to increasethe volume of water vapor. Moreover, an adiabatic non-cooling enginewhich is most likely to adapt to the hydrogen fuel can be realized,thereby by the steam and internal combustion coalition engine,environmental pollution will be decreased. Due to the pressuredifference between the two combustion chambers at the time ofcommunication, a combustion gas is injected into the cup-like recess 1to be whirled, the fuel is burnt perfectly, thereby CO₂ and theenvironmental pollution are reduced.

To increase the efficiency of the engine, it is preferable to provide atapered reduced diameter portion 7 acting as a fan-shaped nozzle to thecylinder head. The combustion gas can move from the main combustionchamber to the sub-combustion chamber quickly.

Moreover, as shown in FIG. 1(d), at least a part of the cup-like recessof the enlarged head piston consists of a straight line, and ascavenging port and an exhaust port are disposed at the side of thecylinder, thereby the scavenging effect may be improved.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1(a), (b), (c) and (d) are partial sectional views describing anembodiment of an energy conservation cycle engine of type A of thepresent invention.

FIG. 2 is a schematic chart showing the changes of the combustionpressure with respect to a crank angle of the energy conservation cycleengines of various types according to the invention.

FIG. 3 is a partial sectional view of an embodiment of an energyconservation cycle engine of type D according to the invention.

FIG. 4 is a partial sectional view showing a plane of the embodiment ofan energy conservation cycle engine of type D of FIG. 3.

FIG. 5 is a partial sectional view of an embodiment of an energyconservation cycle engine of type B according to the invention.

FIG. 6 is a partial sectional view showing a plan view of the embodimentof the energy conservation cycle engine of type B of FIG. 3.

FIG. 7 is a partial sectional view of an embodiment of an energyconservation cycle engine of type E according to the invention.

FIG. 8 is a partial sectional view of an embodiment of an energyconservation cycle engine of type C according to the invention.

FIG. 9 is a partial sectional view of an embodiment of an energyconservation cycle engine of type F according to the invention.

FIG. 10 is a partial sectional view of an embodiment of an energyconservation cycle engine of type G according to the invention.

FIG. 11 is a partial sectional view for comparing and describing autilization method of a crankshaft, including the crankshaft and anengagement synchronous means of the energy conservation cycle engineaccording to the invention.

FIG. 12 is a sectional view for describing a crankshaft-mountingsituation of the energy conservation cycle engines of type D, type E,type F and type G along line A--A in FIG. 4.

FIG. 13 is a general view showing an embodiment of the energyconservation cycle engine according to the invention.

FIG. 14 is a general view showing another embodiment of the energyconservation cycle engine according to the invention.

FIG. 15 is a general view showing a further embodiment of the energyconservation cycle engine according to the invention.

FIG. 16 is a general view showing a yet further embodiment of the energyconservation cycle engine according to the invention.

DESCRIPTION OF THE SYMBOLS

1: cup-like recess

2: tapered bottom section

3: check valve

4: one-way air channel

5: fuel and water injection means

6: sword guard projections and depressions

7: tapered reduced diameter portion

12: parallel track

13: body side cam

14: inclined air passage

15: noise-reducing groove (a plurality of grooves extending obliquely)

16: cylinder bore

17: engagement synchronous means

18: exhaust-section heat exchanger means

19: reduced diameter section heat exchanger member

20: combustion section heat exchanger member

21: heat resisting and corrosion resisting heat-insulating member

22: enlarged piston head

23: small piston (second piston)

24: combustion chamber with the expanded diameter (second combustionchamber)

25: combustion chamber with the reduced diameter (first combustionchamber)

26: pendulum arm

27: crankshaft

28: flywheel

29: crankshaft side translation bearing

30: dual enlarged piston head

31: cylinder

32: cylinder head

33: exhaust port

34: scavenging port

36: exhaust section

37: turbocharger

38: piston bore

39: pendulum side cam

40: crankshaft side cam

41: heat-insulating materials

42: water injection means

43: projection

44: supercharging piston

45: charging valve

46: scavenging valve

47: the bearing unit

48: pendulum side parallel track

49: tapered periphery section

50: inclined scavenging port

51: inclined exhaust port

52: cylinder-side parallel track assembling hole

53: pendulum side translation bearing

54: connecting rod

55: piston-supercharger

56: mechanical supercharger

57: controller

58: dovetail groove for assembling

E: isolation releasing

W: water

A: air

O: exhaust

a: best opportunity

b: worst period

C: crankshaft angle

P: combustion pressure

M: motoring

H: heat-generating ratio

S: isolation initiation

E: isolation release

BEST MODE OF THE INVENTION

With reference to an embodiment of an energy conservation cycle engine(the energy conservation cycle engine of type A) using a conventionalcrank mechanism of FIG. 1(b), (c) and (d) and FIG. 1, the invention isdescribed.

From the nearby central portion of a cup-like recess 1 of an enlargedpiston head 22, a small piston 23 having a tapered bottom section 2(including a cylindrical shape) protrudes.

The enlarged piston head reciprocates between the top dead center andthe bottom dead center, and in an energy conservation cycle engine of atwo-stroke cycle of type A performing conventional scavenging andexhausting, by the lifting of the enlarged piston head 22, by means ofthe small piston 23 having a tapered bottom section 2, the isolation ofthe main combustion chamber 25 with the reduced diameter having thetapered reduced diameter portion 7 is initiated. Subsequently, the aircompressed by the main combustion chamber 24 with the expanded diameteris injected into the main combustion chamber 25 with the reduceddiameter through the one-way air channel 4 including a check valve 3 andan inclined air passage 14. After the compressed air in the maincombustion chamber with the reduced diameter is mixed and churned withthe fuel injected from a fuel and water injection means 5, the air isignited to combust. In the main combustion chamber 25 with the reduceddiameter exceeding a certain volume, water injection can be performed,whereby a steam and internal combustion coalition engine can berealized. When the enlarged piston head 22 begins to retract, thepressure in the combustion chamber with the expanded diameter begins toreduce, and by means of sword guard-like projections and depressions 6provided on the periphery of the small piston 23 in a multi-stage form,leakage of the combustion gas can be optimized. When the enlarged pistonhead 22 retracts, for example, up to 40 deg. in crank angle after thedead centers, the main combustion chamber 25 with the reduced diametercommunicates with the main combustion chamber 24 with the expandeddiameter. At this time, the tapered reduction diameter portion 7functions as a fan-shaped nozzle, whereby the combustion gas is injectedinto the cup-like recess 1 at high speed, so that the combustion gas ischurned by the difference in pressure, thereby the uncombusted portionis combusted perfectly. Moreover, by a reaction plus an impulse and plusa pressure due to speed-type energy and volume-type energy, the enlargedhead piston can be retracted strongly to generate a rotating force toimprove the thermal efficiency and reduce environmental pollution.

Moreover, when the enlarged piston head shown in FIG. 1(d) retracts, forexample, up to 40 deg. in crank angle after the dead centers, theisolated combustion in the main combustion chamber 25 with the reduceddiameter is released, whereby the tapered reduced diameter portion 7constitutes the fan-shaped nozzle to inject the combustion gas onto thetop of the small piston correctly and at high speed. However, the deeperthe recess 1 is, the more the oscillation of the piston is reduced, sothat a scavenging efficiency is lowered, whereby on a part of the recess1, a straight line portion 49 (hereinafter referred to as a taperedperiphery section) is provided and to provide an inclined scavengingport 34 at an inclined angle as required to inject a scavenging gas ontoa bottom of the recess 1 to improve the scavenging efficiency. Moreover,by the addition of dynamic pressure, in a process providing a greatincrease in output, a high speed injection and churning combustion basedon a great difference in pressure can be obtained to eliminate twice asmuch of the uncombusted portion completely to generate a greatrotational power, greatly increase the thermal efficiency and greatlyreduce environmental pollution by shifting the conventional scavengingand exhaust gases through the inclined scavenging port 34 and aninclined exhaust port 33.

FIG. 3 shows a dual enlarged piston head 30 having enlarged piston heads22 at both right and left sides. Moreover, the small pistons 23 havetapered end sections 2, inclined noise reducing grooves 15 at its topand projections and depressions 6 therebetween which protrude from thecenter of the cup-like recess 1 of the enlarged piston heads 22 of theright and left of the dual enlarged piston head 30. Said dual enlargedpiston head 30 reciprocates between the top dead center and the bottomdead center to perform conventional exhausting and scavenging.

In a two-cycle energy conservation cycle engine of type D using the dualenlarged piston head 30, at a compression stroke process afterscavenging, by the small piston 23, the isolation of the main combustionchamber 25 with the reduced diameter is initiated. Subsequently, the aircompressed in the combustion chamber 24 with the reduced diameter isinjected into the main combustion chamber 25 with the reduced diameterthrough the one-way air channels 4 including the check valves 3 and theinclined air passages 14. After the compressed air in the maincombustion chamber 25 with the reduced diameter is churned and mixedwith the fuel injected from the fuel and water injection means 5, it isignited to combust. Since in the main combustion chamber 25 with thereduced diameter, scavenging is difficult, residual gases are increased.As a result, at combustion, NOx is hardly generated. Moreover, in themain combustion chamber 25 with the reduced diameter exceeding a certainvolume, water injection is further performed, whereby a steam andinternal combustion coalition engine can be realized. According to thesteam and internal combustion coalition engine, a combustion in whichNOx and an uncombusted portion are not formed can be performed. When theenlarged piston head 22 begins to retract, the pressure on the smallpiston 23 begins to reduce, and by means of sword guard-like projectionsand depressions 6 provided on the periphery of the small piston 23 inthe multi-stage form, the leakage of the combustion gas can beoptimized.

When the enlarged piston head 22 further retracts, the main combustionchamber 25 with the reduced diameter communicates with the maincombustion chamber 24 with the expanded diameter. While thenoise-reducing groove 15 of the small piston 23 establishes theinjection direction of the combustion gas, the sound is reduced.Subsequently, the tapered reduced diameter portion of the fan-shapednozzle 7 injects the combustion gas into the cup-like recess 1, wherebya rotational force is increased. At this time, while the combustion gasis churned by the difference in pressure at high speed, the combustiongas is designed to be combusted, whereby twice as much of theuncombusted portion can be eliminated completely. The enlarged pistonhead 22 can be retracted strongly by the speed-type energy plusvolume-type energy.

At this point, a reciprocating motion by a pendulum piston crankmechanism in the energy conservation cycle engine of type B isdescribed. The most important practice is that the reciprocating motioncannot decrease the rotational power.

In a perfectly elastic collision, since at the moment of the collision,the kinetic energy is not decreased, the reciprocating motion of thetwo-cycle dual enlarged piston head becomes the most preferable manner.Moreover, it is important that at converting the reciprocating motion torotational motion, the kinetic energy also is not decreased, for thisreason, the reciprocating motion by the pendulum piston crank mechanismbecomes preferable.

That is, the reciprocating motion of the pendulum can be continued at aconstant speed, even though the weight is increased, as long as thelength is identical. When a conventional cylinder crank engine isrotated with full force, the rotation is performed eight times to tentimes by inertia, in contrast with this, when being rotated as asubstitute of the reciprocating portions, such as the piston under thecondition of hanging a weight of 5 kg with full force, due to a greatdecrease in the kinetic energy, it becomes hard to rotate even only onetime. Therefore, the two-cycle pendulum piston crank mechanism becomesthe preferable manner. Whereas the decrease and loss of the kineticenergy are 30 to 20 percentage in the conventional four-cycle engine and15 to 10 percentage in the conventional two-cycle engine, it approacheszero percentage in the two-cycle dual pendulum piston engine. Moreover,in the conventional crank engine, the weight reduction of thereciprocating portions provides a large effect on a specific output suchas the increase in the piston speed and the improvement in the thermalefficiency.

The pendulum arm swings to rotate the crankshaft to produce power, thevolume is increased and the structure is sophisticated. In order toconvert the kinetic energy to rotational power efficiently, it ispreferable to realize a shortened stroke, for this reason, when by thereciprocating motion of the dual enlarged head piston, the crankshaft isrotated directly to convert to rotational power, a large output in acompact and lightweight form further can be produced.

Accordingly, when on the nearby central portion of the cylindricalportion of the dual enlarged piston head, providing a parallel trackaccepting and retaining a crankshaft side cam or a crankshaft sidetranslation bearing (including a slide way) in a manner to reciprocallymove freely in parallel with and in the radial direction, and acceptingand retaining in a manner to reciprocally move freely the crankshaftside cam or the crankshaft side translation bearing bearing thecrankshaft rotatably freely thereon, by the reciprocating motion of thedual enlarged piston head, the crankshaft including an engagementsynchronous means 17 and a flywheel can be rotated directly to producerotating power efficiently, and a specific volume and a specific weightcan be greatly reduced.

Hereinafter, this mechanism is described specifically.

An embodiment of an energy conservation cycle internal combustion engineof type D shown in FIG. 3, FIG. 4 and FIG. 12 is described.

In the dual enlarged piston head, a part of the cup-like recess of thepiston is formed into a linear form, further, in the right and leftcylinders, inclined scavenging ports 50 and inclined exhaust ports 51performing scavenging and exhausting functions are provided.

Moreover, by a reaction plus an impulse and plus a pressure due to thespeed-type energy plus the volume-type energy, the enlarged piston headcan be retracted strongly to generate a great rotational force toimprove the thermal efficiency and reduce environmental pollution toshift to the conventional scavenging and exhausting. Moreover, theinclined scavenging ports 50 are slanted in a manner to fit to aninclined angle of a tapered periphery section to inject a scavenging gasonto the bottom of the recesses 1 and the inclined exhaust ports 51 areslanted mainly in the reverse direction thereto to improve thescavenging efficiency.

Hereinafter, a mechanism according to this embodiment is describedspecifically. Before and after the dead centers of the right and left,the conventional scavenging and exhausting are performed through theinclined scavenging ports 50 and the inclined exhaust ports 51. In thecompression process after scavenging, by the tapered bottom sections 2,the sword guard projections and depressions 6 and the small pistonsprovided with a plurality of noise reducing grooves 15 extend parallelor inclinedly with respect to the moving direction in a manner tomaintain the rear ends as required on the periphery of the projectionswide of the tips, the isolation of the main combustion chambers 25 withthe reduced diameter having the tapered reduced diameter portions 7 isinitiated. Subsequently, the air compressed in the combustion chamber 24with the expanded diameter is injected from a plurality of inclined airpassages 14 through the one-way air channels 4 including the checkvalves 3 inserted from the combustion chamber with the expanded diametersides and fixed into the inside of the main combustion chamber with thereduced diameter in a slanted direction and to be churned and mixed upwith the fuel injected from the fuel injection devices 5 into the maincombustion chamber with the reduced diameter to combust under theisolated condition. In the main combustion chambers 25 with the reduceddiameter exceeding a certain volume, water injection by a waterinjection means 42 further can be performed, whereby a steam andinternal combustion coalition engine can be realized.

When the dual enlarged piston head begins to retract, the pressure inthe combustion chamber with the expanded diameter begins to reduce,whereby by means of sword guard-like projections and depressions 6provided on a periphery of the small piston in a multi-stage form, thepressure is reduced in multistages to establish a leakage of thecombustion gas optimally. When the enlarged piston head furtherretracts, the isolated combustion in the main combustion chambers withthe reduced diameter is released, and while first, by the noise reducinggrooves 15 of the small pistons, the injection direction of thecombustion gas is established, the noise is reduced, while secondly, thetapered reduced diameter portions 7 constitute fan-shaped nozzles toinject a combustion gas onto the recesses 1 correctly and at high speedto greatly increase a rotational force, in a high speed injectionprocess, a high-speed injection and a churning combustion by the largedifference in pressure is realized, whereby the uncombusted portion iseliminated completely. In parallel with this, by a reaction plus animpulse and a pressure due to the speed-type mass energy plus thevolume-type energy, the enlarged piston head retracts strongly togenerate a great rotational force to improve the thermal efficiency andgreatly reduce environmental pollution. Then, it shifts to theconventional scavenging and exhausting, and the inclined scavengingports 50 are slanted in a manner to form an inclined angle of taperedperiphery sections 49 to inject a scavenging gas onto the bottom of therecesses 1 and the inclined exhaust ports 51 are slanted mainly in thereverse direction thereto to improve the scavenging efficiency.

With reference to FIG. 3 and FIG. 4, on a little to the center of theright and left of the cylindrical cylinder, the inclined scavengingports 50 and the inclined exhaust ports 51 are provided respectively asrequired, and between the cylinder heads fixed to the right and left andthe respective enlarged piston head of the dual enlarged piston head,the combustion chamber with the expanded diameter is defined. In theapproximate center of the cylinder head, the combustion chambers withthe reduced diameter are provided respectively, and so that the fuel canbe injected and combusted, the fuel injection devices 5 are providedrespectively. Further, the water injection means 42 for modifying thecombustion to a combustion having a greatly reduced NOx are additionallyprovided respectively. Moreover, in order to eliminate the cooling lossfrom the main combustion chambers with the reduced diameter and thecombustion chambers with the expanded diameter, the combustion chamberswith the reduced diameter, the tapered reduced diameter portions 7, theprojections 43, said small piston, the tapered bottom sections 2 and therecesses 1 are provided as a heat resistance, corrosion resistance andheat insulated structure by heat resisting corrosion resisting materials21 and heat insulating materials 41. Moreover, in the heat resisting andcorrosion resisting materials 21 of the combustion chambers with thereduced diameter, a plurality of inclined air passages 14 are provided.Moreover, as is mentioned above, since for the energy conservation cycleengine, the shortened stroke engine or a very-shortened stroke engine ispreferable, on a nearby central position and in the radial direction ofthe cylinder, and into a cross-like form, the cylinder bore 16 and acylinder-side parallel track assembling ports 52 are provided, and on anearby central position and in the radial direction of the dual enlargedpiston head, and into a cross-like form, the piston bore 38 and thecylinder-side parallel track assembling ports 52 are provided. Aparallel track 12 for rotating the crankshaft born by a bearing unit 47through the reciprocating motion is provided in parallel, and to insertand retain a crankshaft side cam 40 or a crankshaft side translationbearing 29 which is rotatably outer-fitted and pivoted to the crankshaftbetween the parallel track 12 in a manner to reciprocally move freelyand to rotate directly the crankshaft including the flywheel by thereciprocating motion of the dual enlarged piston head to produce therotational power.

With reference to FIG. 5 and FIG. 6, another embodiment of the energyconservation cycle internal combustion engine of type B is described.Since a primary section of the energy conservation cycle engine of typeB is similar to said energy conservation cycle engine of type D shown inFIG. 3., the pendulum piston crank mechanism and a portion which islacking in the description are described.

The pendulum arm reciprocates in the right and left directions in amanner to facilitate the pendulating motion between the left dead centerand the right dead center of the cylinder provided with the cylinderbore 16. In the nearby central portion of the cylindrical portion of thedual enlarged piston head, the piston bore 38 in which the pendulum armis inserted is provided, and in a radial direction, a pendulum side cam39 or a pendulum side translation bearing 53 is inserted and retained. Aparallel track 12 is provided in which the translation bearing 53 isinserted and retained in a manner to reciprocally move freely therein.By the reciprocating motion of the dual enlarged piston head, thependulum arm oscillates, and between the parallel track 12, the pendulumside cam 39 or the pendulum side translation bearing 53 moves in amanner to reciprocate readily. The pendulum arm hanging at the upperportion thereof by a body side 13 in a manner to facilitate thependulating motion rotates the crankshaft and the flywheel byoscillation of the pendulum arm. By the crankshaft side translationbearing 29 (including the slide way) or the crankshaft side cam 40pivoted by the pendulum arm in a manner to facilitate the up-and-downmotion into the pendulum side parallel track 48, the crankshaft ispivoted rotatably freely. According to this constitution, by thereciprocating motion of the dual enlarged piston head, the pendulum armis pendulated to rotate the crankshaft by the pendulating motion toproduce rotational power.

When the bore of the combustion chamber with the reduced diameter isreduced, for example, to one fifth in diameter to realize the isolatedcombustion, the wall thickness of the high pressure main combustionchambers with the reduced diameter can be reduced up to one fifth toachieve a great weight reduction, whereby a churning combustion whichapproaches the constant volume combustion of twenty-five times ascompared with the prior art is realized. Moreover, since, due to thehigh-speed injection and churning combustion by the large difference inpressure caused by the isolated combustion, for the combustion period oftime, the combustion condition can be improved to two times the limit,so that the combustion can be greatly improved. Moreover, since,including an adiabatic non-cooling engine also, by the steam andinternal combustion coalition engine water-injection from the waterinjection means 42, NOx and the uncombusted portion are eliminatedcompletely at the same time, an improvement of two times for thecombustion period of time can be performed, in addition, the loadcausing the maximum friction load and the maximum bearing load due tothe maximum combustion pressure can be reduced to one twenty-fifth togreatly reduce vibration factors. On the one hand, while the speed-typemass energy and volume-type energy are injected into the recesses 1,said energy being included in the high pressure gas including the watervapor mass volume increased greatly, and to retract the dual enlargedpiston head strongly by a reaction plus an impulse and plus a pressuredue to the speed-type energy and volume-type energy and to generate alarge rotational force, the influences of preignition and an abnormalcombustion also are reduced to one twenty-fifth, whereby an earlyperfect-combustion completion technology using the preignition and theabnormal combustion effectively can be realized. Moreover, thecombustion chambers with the expanded diameter become thin-walledcombustion chambers low in pressure and low in temperature by a largeamount, whereby, while the entire engine is greatly reduced in weight togreatly increase a specific output per unit weight, environmentalpollution including NOx can be greatly reduced.

An embodiment of an energy conservation cycle internal combustion engineof type E shown in FIG. 7 is described.

The basic part of the energy conservation cycle engine is similar to theengine, which has been already explained above.

In this embodiment, by the engagement synchronous means 17 coupledoppositely, the opposite reciprocating motions of the respective dualenlarged piston head in the embodiment of an energy conservation cycleinternal combustion engine of type D are synchronized to greatly reducethe vibration, thereby a very-large-scale energy conservation cycleinternal combustion engine of type E is able to be realized.

That is, from the nearby central portions of the recesses 1 havingtapered periphery sections 49 of the enlarged piston heads of the rightand left sides of the respective dual enlarged piston head providedoppositely, the small pistons having the tapered bottom sections 2protrude, whereby the dual enlarged piston heads are facilitated toperform the opposite reciprocating motion between outer dead centers andinner dead centers. Before and after the respective outer dead centerand before and after the respective inner dead center, the conventionalscavenging and exhausting are performed through the inclined scavengingports 50 and the inclined exhaust ports 51 respectively.

In the compression process after scavenging, by the tapered bottomsection 2, the sword guard projections and depressions 6 and the smallpistons provided with a plurality of noise reducing grooves 15 extendingparallel or inclinedly with respect to the moving direction in a mannerto maintain the rear ends as required on the peripheries of theprojections wide of the tips, the isolation of the main combustionchambers 25 with the reduced diameter having the tapered reduceddiameter portions 7 respectively are initiated, subsequently, the aircompressed in the main combustion chambers with the expanded diameterare injected respectively from a plurality of inclined air passages 14through the one-way air channels 4 including the respective check valves3 inserted and fixed from the combustion chambers with the expandeddiameter side in a slanting direction in the respective main combustionchambers with the reduced diameters and to be churned and mixed with thefuel injected from the respective fuel injection devices 5 to realize aconstant volume extreme approach isolated combustion in the respectivemain combustion chamber with the reduced diameter. In the maincombustion chambers 25 with the reduced diameter exceeding a certainvolume, water injection by the water injection means 42 further can beperformed, whereby a steam and internal combustion coalition engine canbe realized.

When the respective dual enlarged piston head begins to retract, thepressure in the respective combustion chambers with the expandeddiameter begin to reduce, whereby by means of the sword guard-likeprojections and depressions 6 provided on the peripheries of the smallpistons in a multi-stage form, the pressure is reduced in multiplestages to establish a leak of the combustion gas optimally.

When the enlarged piston heads further retract respectively, theisolated combustion in the main combustion chamber with the reduceddiameter is released, and while first, by the noise reducing grooves 15of the respective small pistons, the injection direction of thecombustion gas is established, the sounds are reduced, while secondly,the respective tapered reduced diameter portions 7 constitute thefan-shaped nozzles to inject a combustion gas into the recesses 1correctly and at a high speed to greatly increase the rotating force, ina high speed injection process a high-speed injection and churncombustion by the large difference in pressure is realized, whereby theuncombusted portion is eliminated completely. Furthermore, by a reactionplus an impulse and a pressure due to the speed-type mass energy and thevolume-type energy, the respective enlarged piston head is retractedstrongly to generate a great rotational force to improve the thermalefficiency and to greatly reduce environmental pollution, and to shiftto the respective conventional scavenging and exhausting. The inclinedscavenging ports 50 are slanted in a manner to provide an inclined angleto tapered periphery sections 49 to inject a scavenging gas onto thebottom of the recesses 1 and the inclined exhaust ports 51 are slantedmainly in the reverse direction thereto to improve the scavengingefficiency. In the energy conservation cycle engine of type E shown inFIG. 7, by the synchronous means 17, the opposite reciprocating motionsof the dual enlarged piston heads are synchronized to reduce thevibration greatly, whereby a very-large-scale energy conservation cycleinternal combustion engine of type E can be realized.

Inclined scavenging ports 50 and the inclined exhaust ports 51 areprovided at each cylinder respectively, and the combustion chambers withthe expanded diameters are defined by the cylinder heads and theenlarged piston heads. Furthermore, in the approximate centers of thecylinder heads, the main combustion chambers with the reduced diameterhaving the tapered reduced diameter portions 7 are defined, and suchthat the fuel can be injected and combusted, fuel injection devices 5are provided respectively. Moreover, the water injection means 42 formodifying the combustion to a combustion which reduces NOx greatly areadditionally provided respectively, and various members are provided asthe heat resistance, corrosion resistance and heat insulation structure.Moreover, since as is mentioned above, for the energy conservation cycleengine, the shortened stroke engine or a very-shortened stroke engine ispreferable, in the case of providing a compression ignition engine, inorder to reduce a useless volume, said heat resisting and corrosionresisting materials 21 may be the materials which elasticity is combinedas required. On a nearby central position of the respective dualenlarged piston head and in the radial direction, the parallel tracks 12for rotating the crankshaft by reciprocating motion are provided inparallel respectively to insert and retain the crankshaft side cams 40or the respective crankshaft side translation bearings 29, which arerotatably freely and pivoted to the crankshaft between the respectiveparallel tracks 12 in a manner to reciprocally move freely respectively.The respective crankshaft including the engagement synchronous means 17by the opposite reciprocating motions of the respective dual enlargedpiston head is directly rotated to produce rotational power.

With reference to FIG. 8, an embodiment of the energy conservation cycleinternal combustion engine of type C is described.

Since a primary section of the energy conservation cycle engine of typeC is similar to said energy conservation cycle engine of type E shown inFIG. 7, the opposed pendulum piston crank mechanism is described.

In the energy conservation cycle engine of type C, said energyconservation cycle engines of type B shown in FIG. 5 and FIG. 6 arecombined respectively oppositely, by the respective pendulum arm, thecrankshafts and the engagement synchronous means 17, the oppositereciprocating motion of the dual enlarged piston heads is synchronizedto greatly reduce vibration, whereby a very-large-scale energyconservation cycle engine of type E can be realized.

Although when a top-surface shape of the dual enlarged piston head isformed into a deep recess, the combustion gas injected at a high speedfrom the tapered reduced diameter portion 7 can be facilitated to betrapped to reduce a heat load, the scavenging effect deteriorates,whereby, in the case that the scavenging effect is taken seriously,other than forming the periphery into a tapered shape, the recess may beformed into a shallow shape increasingly to make it a plane shape. Inresponse thereto, a projection 43 also being accepted is formed into theplane shape. When the combustion chambers with the reduced diameter arereduced to one fifth to perform the isolated combustion, the maximumbearing load due to the maximum combustion pressure can be reduced toone twenty-fifth, whereby the maximum bearing load also is greatlyreduced up to a maximum compression pressure, so that NOx caused by agreat increase in the maximum combustion pressure by which the maximumcompression pressure is greatly increased also can be reduced. By thereciprocating motion of the two-cycle dual pendulum piston in which thedecrease and loss of the kinetic energy are very insignificant, thecrankshaft including the engagement synchronous means 17 through thependulum arm is rotated to produce a rotational power.

With reference to FIG. 9, an embodiment of the energy conservation cycleinternal combustion engine of type F is described.

The respective inside of the dual enlarged piston heads is provided as asupercharging piston 44.

On a little to the right and left center of the respectively cylindricalcylinder provided oppositely, the inclined scavenging ports 50 and theinclined exhaust ports 51 defining the inclined injection portsrespectively are provided inclinedly in the opposite direction to eachother. Between the cylinder heads fixed to the right and left and therespective enlarged piston head of the dual enlarged piston heads, thecombustion chambers with the expanded diameter are provided and therespective inside of the dual enlarged piston heads is provided as thesupercharging pistons 44. Moreover, between the supercharging pistons44, the piston superchargers are defined, on the approximate centers ofthe cylinder heads, the combustion chamber with the reduced diameter areprovided respectively, such that the fuel can be injected and combusted,the fuel injection devices 5 are provided respectively, and the waterinjection means 42 for combusting and greatly reducing NOx caused by thecombustion further are additionally provided respectively.

In order to eliminate the cooling loss from the main combustion chamberwith the reduced diameter and the combustion chamber with the expandeddiameter, by heat resisting and corrosion resisting materials 21 andheat insulating materials 41, each member as described above is providedas a heat resistance, corrosion resistance and heat insulationstructure, and on the peripheries of the recesses 1, the inclinedperiphery sections 49 provided at an angle to the inclined scavengingports 50 improving the scavenging efficiency are provided.

Moreover, since as is mentioned above, for the energy conservation cycleengine, the shortened stroke engine or a very-shortened stroke engine ispreferable, on the central portion, a piston supercharger which makesthe improvement in a compression ratio possible by a very highsupercharging is provided and moreover, the piston supercharger isdesigned to be constituted by the supercharging piston 44 and, acharging valve 45 and a feed valve 46, whereby the charging valve 45communicates with the turbocharger side and the feed valve 46communicates with the inclined scavenging port 50, thereby thecompression ratio being able to be greatly improved.

On the nearby central positions of the respective dual enlarged pistonhead and in the radial direction, the parallel tracks 12 for rotatingthe crankshafts by the opposite reciprocating motion are provided inparallel respectively to insert and retain the crankshaft side cams 40or the respective crankshaft side translation bearing (including a slideway) 29 which is rotatably outer-fitted and pivoted to the crankshaftbetween the respective parallel track 12 in a manner to reciprocallymove freely respectively, and the respective crankshaft including theengagement synchronous means 17 is rotated directly by the oppositereciprocating motion of the dual enlarged piston heads to producerotational power.

An embodiment of the energy conservation cycle internal combustionengine of type G shown in FIG. 10 is described.

A two-cycle energy conservation cycle engine of type G is avery-large-scale energy conservation cycle internal combustion engine inwhich a variable compression ratio is improved by coupling therespective cylinder oppositely by the inner cylinder; and synchronizingthe opposite reciprocating motions of the respective dual enlargedpiston head by the engagement synchronous means 17 to greatly reducevibration.

Then, a great rotational force is generated to improve the thermalefficiency, greatly reduce environmental pollution and shift to therespective conventional scavenging and exhausting, and the inclinedscavenging ports 50 are slanted in a manner to provide an inclined angleto the tapered periphery sections 49 to inject the scavenging gas ontothe bottom of the recesses 1. At this time, the inclined exhaust ports51 can be designed to be slanted mainly in the reverse direction theretoto improve the scavenging efficiency.

Specifically, on the right and left sides of the respective cylinderprovided oppositely, the cylinder heads are fixed respectively to becoupled oppositely, and at a little to the right and left center of therespective cylinder, tapered periphery sections provided at a slant tothe inclined scavenging ports 50 for improving the scavenging efficiencyare provided, and the inclined scavenging ports 50 for injecting thescavenging gas onto the bottom of the recesses 1 and the inclinedexhaust port 51 slanted in the reverse direction thereto are provided.

On the inside between the cylinder heads fixed to the right and leftrespectively and the dual enlarged piston head, the combustion chamberswith the expanded diameter are defined, and on the outside therebetween,the piston superchargers are defined respectively, and at an approximatecenter of the respective inner cylinder head, the combustion chamberswith the reduced diameter are defined respectively and communicate witheach other. Then, providing the charging valve 45 including a lead valveand the feed valve 46 on the respective outer cylinder head, the air issupplied from the turbocharger side to the piston, and in order to feedthe air, during the feeding of the air, the charging valve 45 and theinclined scavenging port 50 communicate with the feed valve 46, on therespective combustion chamber with the reduced diameter, the fuelinjection devices 5 are provided, and the water injection means 42 forimproving the combustion so that NOx is greatly reduced are provided andin order to eliminate the cooling loss from the main combustion chamberwith the reduced diameter and the combustion chamber with the expandeddiameter, each member further is provided as a heat resistant, corrosionresistant and heat insulated structure by heat resisting and corrosionresisting materials 21 and heat insulating materials 41.

Although, as is mentioned above, for the energy conservation cycleengine, the shortened stroke engine or a very-shortened stroke engine ispreferable, in the case of the very-shortened stroke engine, a greatimprovement in the compression ratio is hard, whereby by said pistonsupercharger, very high supercharging, including the turbocharger, canbe realized.

On nearby central positions of the outside of the respective dualenlarged piston head and in the radial direction, parallel tracks 12 forrotating the crankshaft by the reciprocating motion are provided inparallel respectively. Moreover, the crankshaft side cams 40 or therespective crankshaft side translation bearings 29 which is rotatablyouter-fitted and pivoted to the crankshaft are inserted and retainedbetween the respective parallel tracks 12 in a manner to reciprocallymove freely respectively, and by the opposite reciprocating motion ofthe respective dual enlarged piston head, the respective crankshaftsincluding the engagement synchronous means 17 is directly rotated toproduce a rotational power.

With reference to FIG. 11, an example of a crankshaft is described. Inan energy conservation cycle engine of type A, since in accordance withthe conventional manner, to one crankshaft 27 the cylinder is coupled byone cylinder, a three-cylinder engine can be realized. In the case ofenergy conservation cycle engines of type B and type D, since to a pieceof crankshaft, the cylinders is coupled by two cylinders in incrementsof two cylinders such as two cylinders, four cylinders, six cylindersand eight cylinders, a multiplication in cylinder members can berealized. In the case of energy conservation cycle engines of type C,type E, type F and type G, two pieces of the crankshaft are required,and since in type C and type E of these systems, the cylinders arecoupled by four cylinders, increments of four cylinders, such as fourcylinders, eight cylinders and twelve cylinders, multiplication incylinder numbers can be realized. Moreover, in the case of energyconservation cycle engines of type F and type G, since the cylinders arecoupled by two cylinders, by coupling with two cylinders in incrementsof two cylinders such as two cylinders, four cylinders, a multiplicationin cylinders can be realized.

Moreover, although due to the system having a crankshaft of two pieces,a synchronous means such as an engagement synchronous means using a gearis required and the vibration can be greatly reduced, thereby to beadapted to the increase in output of the engine.

With reference to FIG. 12, a mounting method of crankshafts of theenergy conservation cycle engines of type D, type E, type F and type Gis described.

On the nearby central position and in the radial direction, and in theaxial direction of the cylinder and into a cross-like form, the cylinderbore 16 and a cylinder-side parallel track assembling port 52 areprovided, further, on the nearby central position and in the radialdirection, and in the axial direction of the dual enlarged piston headand into a cross-like form, the piston bore 38 and the cylinder-sideparallel track assembling port 52 are provided. The space is providedsuch that the parallel track 12 can be fixed and the crankshaft can befacilitated in assembly, rotation and reciprocation, and under thecondition that the crankshaft side translation bearing 29 or thecrankshaft side cam 40 is mounted on the crankshaft, the crankshaft isinserted and fixed therein. Accordingly, since, when the piston strokeapproaches a piston diameter, the parallel track 12 and the crankshaftprotrude to the cylinder side, whereby the parallel track assemblingport 52 extends in the axial direction and in the direction of theperiphery by the required amounts. Moreover, the crankshaft is pivotedoutside the cylinder by the bearing unit 47.

With reference to FIG. 13, an embodiment of an energy conservation cycleengine is described. This embodiment is adapted to a very-small-scale ora small-scale engine.

Since the combustion chamber is small, the chamber tends to be cooled,whereby this embodiment is not adapted for water-injection. In thisembodiment, the turbocharger 37 is used in order to respond to thecombustion.

By the exhaust gas energy from the main combustion chamber with theexpanded diameter 24, the turbocharger 37 is driven. First, the air Asucked and compressed by the turbocharger 37 is supplied to the maincombustion chamber with the expanded diameter 24, and is, at completionof the compression stroke, supplied from the main combustion chamberwith the expanded diameter 24 to the main combustion chamber with thereduced diameter 25. Since a large amount of air is compressed to besupplied into the main combustion condition, even in thevery-small-scale or the small-scale engine, the output can be increased.

With reference to FIG. 14, another embodiment of an energy conservationcycle engine is described. This embodiment is adapted to a small-scaleor a middle-scale engine. In the small-scale or the middle-scale engine,although, using an adiabatic combustion chamber, water-injection becomespossible and a second embodiment of the invention is best adapted.

Soon after combustion, when the water heated in the exhaust section asrequired is supplied to the combustion chamber, a combustion causingneither NOx nor an uncombusted portion can be realized. By the exhaustgas energy from the main combustion chamber with the expanded diameter24, the turbocharger 37 is driven. At this time, when the combustion gasis expanded up to atmospheric pressure, the water vapor contained in thecombustion gas is expanded, whereby the driving force of theturbocharger 37 is increased. This water vapor was expanded by thevaporization latent heat of 540 calorie up to 1700 times. The air suckedand compressed more than usual by the turbocharger 37 is supplied to themain combustion chamber with the expanded diameter 24, and is, atcompletion of the compression process, supplied from the main combustionchamber with the expanded diameter 24 to the main combustion chamberwith the reduced diameter 25. Since the turbocharger 37 is driven bywater vapor, the output can be increased.

With reference to FIG. 15, still another embodiment of the energyconservation cycle engine is described. This embodiment is adapted to asmall-scale or middle-scale engine.

In the case of a large combustion chamber, an adiabatic combustionchamber is best facilitated. Moreover, since in an adiabatic combustionchamber exceeding a certain volume, the combustion temperature exceeds3500° C., so that the combustion pressure also is increased, by waterinjection, NOx gases can be eliminated completely.

Soon after combustion, when the water heated by an exhaust-section heatexchanger means 18 and a reduced diameter section heat exchanger means19 is supplied to the combustion chamber as required, a combustioncausing neither NOx gas nor an uncombusted portion can be realized. Bythe exhaust gas energy from the main combustion chamber with theexpanded diameter 24, the turbocharger 37 is driven. At this time, whenthe combustion gas is expanded to atmospheric pressure, the water vaporcontained in the combustion gas is expanded, whereby the driving forceof the turbocharger 37 is increased. This water vapor was expanded by avaporization latent heat of 540 calorie up to 1700 times. The air,sucked and compressed more than usual by the turbocharger 37, issupplied to the main combustion chamber with the expanded diameter 24and is, at completion of the compression stroke, supplied from the maincombustion chamber with the expanded diameter 24 to the main combustionchamber with the reduced diameter 25. Since the turbocharger 37 isdriven by water vapor, moreover, the combustion temperature and thecombustion pressure also are increased, and the output can be increased.

With reference to FIG. 16, a further embodiment of the energyconservation cycle engine is described. This embodiment is adapted to alarge-scale or a very-large-scale engine.

In the large-scale or the very-large-scale engine, an adiabaticcombustion chamber is essentially required. Since in a large-scaleadiabatic combustion chamber exceeding a certain volume, the combustiontemperature exceeds 3500° C. so that the combustion pressure also isincreased, the amount of NOx gases is increased. Moreover, thecombustion time is extended. Therefore, by injecting the water at ashigh a temperature as possible in high amounts, the combustiontemperature is reduced, thereby NOx gases are able to be eliminatedcompletely.

Soon after combustion, when the water is heated by an exhaust-sectionheat exchanger means 18, a reduced diameter section heat exchanger means19 and a combustion section heat exchanger means 20 is supplied to thecombustion chamber as required, a combustion causing neither NOx gasesnor an uncombusted portion can be realized. By the exhaust gas energyfrom the combustion chamber, the turbocharger 37 is driven. When thecombustion gas is expanded up to atmospheric pressure, the water vaporcontained in the combustion gas is expanded, whereby the driving forceof the turbocharger 37 is increased. This water vapor was expanded bythe vaporization latent heat of 540 calorie up to 1700 times. The air,sucked and compressed more extensively than usual by the turbocharger37, is supplied to the main combustion chamber with the expandeddiameter 24, and is, at completion of the compression stroke, suppliedfrom the main combustion chamber with the expanded diameter 24 to themain combustion chamber with the reduced diameter 25.

As described above, for a heat supplying means for feeding a hot wateror the like, an exhaust heat recovery heat exchanger means is providedseparately on the exhaust section, and in the case that theexhaust-section heat exchanger means 18 is provided, the exhaust heatrecovery heat exchanger means is preferably provided on the downstreamsection thereof. Moreover, since for a great improvement in thecompression ratio, a shortened stroke engine or a very-shortened strokeengine is preferable, between the downstream section of the turbochargerand the upper flow section of the combustion chamber with the expandeddiameter, a mechanical supercharger can be added, or the engagementsynchronous means 17 can be used as the mechanical supercharger. In thecase of further improving the compression ratio greatly, the energyconservation cycle internal combustion engines type F or type G are usedand by addition of the piston supercharger, the compression ratio isimproved greatly. Moreover, when improving the compression ratiogreatly, the embodiment common to the energy conservation cycle enginestype D, type E, type F and type G is realized, the piston stroke isformed into the approximate piston diameter, the parallel track 12 isextended outside the cylinder and the piston length is elongated by therequired amounts.

INDUSTRIAL APPLICABILITY

According to the invention, by providing two combustion chambers usingthe specifically-shaped piston and cylinder, the thermal energy can beused as rotational energy effectively.

Moreover, at least a part of the cup-like recess of the piston is formedinto a linear form, and on the cylinder of the piston, a scavenging portand an exhaust port are provided, whereby a scavenging effect can beimproved.

Furthermore, according to the invention in which, a main combustionchamber with a reduced diameter having a tapered reduced diameterportion which is reduced, for example, up to one fifth in diameter isprovided with a one-way air channel, thereby allowing an isolatedcombustion to be realized, there are the large effects as follows:

(1) since the combustion during a period of the isolation can beapproached to a constant volume combustion increased up to twenty-fivetimes as compared with the prior art, NOx gases and an uncombustedportion can be eliminated completely and environmental pollution can bereduced;

(2) a steam and internal combustion coalition engine in whichwater-injection is provided additionally can be realized, whereby NOxgases and an uncombusted portion can be eliminated completely, moreover,by an increase in speed-type mass energy using water vapor, which iseasy to compress, and an increase in volume-type speed energy, which isexpanded by a vaporization latent heat of 540 calorie up to 1700 times,NOx gases can be reduced;

(3) by adding a tapered reduced diameter portion, at the release of theisolated combustion, a combustion-gas jet flow under a high pressure isinjected into the cup-like recess effectively and correctly, whereby arotational force can be increased. Moreover, the combustion is designedto be performed while being churned by a difference in pressure, wherebythe uncombusted portion can be eliminated completely;

(4) the influences of a maximum combustion pressure and an abnormalcombustion are reduced by one twenty-fifth. The friction loss andvibration are reduced. The equivalent to a minimum bearing load also isreduced by one twenty-fifth as compared with the prior art. Since themaximum bearing load is reduced from a maximum combustion pressure to amaximum compression pressure, by increasing the maximum compressionpressure, NOx gases can be reduced;

(5) since a high pressure combustion chamber becomes the isolatedcombustion chamber which is reduced up to one fifth in diameter, a highpressure combustion chamber having a main combustion chamber with adiameter and which is also reduced to one fifth in wall thickness and inweight can be realized. The combustion chamber with the expandeddiameter becomes a thin-walled combustion chamber which is reduced inpressure and temperature by a large amount, whereby, a specific weightper output can be reduced in weight as compared with the prior art by alarge amount;

(6) without reference to the kind of fuel, fuel ignition system, numberof cycles, scavenging system and type of engine, an improvement in acombustion method, increase in rotational force and reduction in aspecific weight per output can be achieved;

(7) when by the reciprocating motion of the dual enlarged piston head,the crankshaft is rotated directly to produce a rotational power, thecomponent count can be reduced by a large amount to simplify thestructure, as well as enabling a compact and lightweight, high-power andlow fuel economy system to be realized; and

(8) the shape of a piston is formed into a stepped shape having aportion in which the diameter is expanded having a cup-like recess, aportion in which the diameter is reduced protrudes therefrom and acylinder head is formed into a shape capable of accepting said piston,said shape defining a first combustion chamber and a second combustionchamber, whereby, especially, injection of large amounts of water can beperformed, so that an abnormal combustion which is most difficult in thecase of hydrogen fuel can be eliminated, or even if the abnormalcombustion occurs, the influence can be reduced to nearly onetwenty-fifth, whereby, especially in the case that hydrogen fuel isused, an excellent performance can be expected.

With the energy conservation cycle engine according to the invention asdescribed above, a power transmission device is provided thereon,thereby enabling it to be used in driving various instruments such as aship, a vehicle, an electric power generator and an agriculturalmachinery effectively.

What is claimed is:
 1. An energy conservation cycle engine comprising afirst combustion chamber defined by a second piston and a cylinder head,and a second combustion chamber defined by a cup-like recess disposed atthe top of a first piston and the cylinder head, wherein the secondpiston protrudes from the recess, the cylinder head is formed to fit thesecond piston, and the second combustion chamber communicates with thefirst combustion chamber through a one-way air channel having a checkvalve.
 2. The energy conservation cycle engine according to claim 1,wherein a bottom of the second piston is formed into a tapered-shape,and the cylinder heads accepting the tapered second piston has a taperedlower end to fit the bottom of the second piston.
 3. The energyconservation cycle engine according to claim 1, wherein the secondpiston has annular projections on a side thereof provided perpendicularto the moving direction of said piston.
 4. The energy conservation cycleengine according to claim 1, wherein said second piston has a pluralityof grooves extending obliquely to the motion of the piston at an upperportion thereof.
 5. The energy conservation cycle engine according toclaim 1, wherein at the top dead center, a gap between the first pistonand the cylinder head becomes almost zero.
 6. The energy conservationcycle engine according to claim 1, wherein a part of the cup-like recessof the piston consists of a straight line.
 7. The energy conservationcycle engine according to claim 1, wherein the cylinder is provided witha scavenging port and an exhaust port.
 8. The energy conservation cycleengine according to claim 1, wherein a crankshaft is connected to thepiston to produce rotational power.
 9. The energy conservation cycleengine according to claim 8, wherein, in order to rotate the crankshaft,the number of cylinders are in increments of two.
 10. The energyconservation cycle engine according to claim 1, wherein a fuel injectiondevice for injecting the fuel to said first combustion chamber isprovided, and the injected fuel becomes turbulent with air flowing inthrough an inclined air passage.
 11. The energy conservation cycleengine according to claim 1, wherein said the second piston and therecess are provided as a heat-resistant, corrosion-resistant andheat-insulated structure by utilizing heat-resistant,corrosion-resistant and heat-insulating materials.
 12. The energyconservation cycle engine according to claim 1, wherein a waterinjection means is additionally provided for an isolated combustion infirst combustion chamber, and an exhaust-section heat exchanger means isprovided for pre-heating the water, and additionally comprising areduced diameter section heat exchanger means and a combustion sectionheat exchanger means.
 13. An energy conservation cycle engine comprisinga first piston having cup-like-recesses at both ends thereof which formdual enlarged piston heads, first combustion chambers defined by secondpistons protruding from the recesses and cylinder heads which conformwith the second pistons and second combustion chambers defined by eachcup-like recess of the first piston and cylinder heads, one-way channelshaving check valves communicating with each first and second combustionchamber, and a crankshaft coupled with the center of the piston toproduce rotational power.
 14. An energy conservation cycle engineaccording to claim 13, wherein the second combustion chambers and thefirst combustion chambers communicate with each other before and afterthe dead center through one-way air channels and a pendulum arm isconnected with the first piston to rotate the crankshaft and producerotational power.
 15. The energy conservation cycle engine according toclaim 14, wherein in order to rotate the crankshaft by the reciprocatingmotion of said first piston, in the radial direction near a centralposition of said first piston, a parallel track for retaining a pendulumside cam is provided, an upper end of a pendulum arm is supported by abody side in a manner to pendulate freely the pendulum arm hanged by thebody side by the reciprocating motion of the dual enlarged head pistons,and the crankshaft side cam pivoted in the pendulum side parallel trackof the pendulum arm in a manner to reciprocally move reciprocates, aswell as the crankshaft rotatably born by the crankshaft side cam freelyrotates to produce a rotational power.
 16. The energy conservation cycleengine according to claim 14, wherein in order to rotate the crankshaftby the reciprocating motion of said first piston, in the radialdirection near a central position of said first piston, a parallel trackfor retaining a pendulum side translation bearing is provided, apendulum arm pendulates by the reciprocating motion of the first piston,and a crankshaft side translation bearing pivots in the parallel trackfor the pendulum arm in a manner to freely reciprocate, and thecrankshaft pivots by the crankshaft side translation bearing freelyrotating to produce a rotational power.
 17. An energy conservation cycleengine according to claim 13, wherein the second combustion chambers andthe first combustion chambers communicate with each other before andafter the dead center through one-way air channels and a reciprocatingmotion is converted to rotational power by the crankshaft.
 18. Theenergy conservation cycle engine according to claim 17, wherein in orderto rotate said crankshaft, the number of cylinders are in increments offour.
 19. The energy conservation cycle engine according to claim 17,wherein an engagement synchronous means for synchronizing oppositereciprocating motions of dual enlarged piston heads is provided on thecrankshaft to synchronize the opposite reciprocating motions of the dualenlarged piston heads.
 20. An energy conservation cycle engine accordingto claim 13, wherein the dual enlarged piston heads are disposed atopposite ends of the first piston, the first combustion chambers and thesecond combustion chambers communicate with each other before and afterthe dead center through one-way air channels and a pendulum arm isconnected with the piston which rotates the crankshaft to producerotational power.
 21. The energy conservation cycle engine according toclaim 20, wherein an engagement for a synchronous means forsynchronizing the opposite reciprocating motions of dual enlarged pistonheads is used as a mechanical supercharger.
 22. An energy conservationcycle engine according to claim 13, wherein the dual enlarged pistonheads are disposed at opposite ends of the first piston, both outer endsof the first piston have cup-like recesses, second pistons protrude fromthe recesses, the first combustion chambers and the second combustionchambers communicate with each other before and after the dead centerthrough one-way air channels, and a crankshaft produces rotationalpower.
 23. The energy conservation cycle engine according to claim 22,wherein supercharging pistons are disposed on the inside of saidrespective dual enlarged piston heads and charging valves and feedvalves are provided on the piston superchargers.
 24. An energyconservation cycle engine according to claim 13, wherein dual enlargedpiston heads are disposed opposite to one another, inner ends of thefirst piston have cup-like recesses, the second pistons protrude fromthe recesses and the first combustion chambers and the second combustionchambers communicate with each other before and after the dead centerthrough one-way air channels.
 25. The energy conservation cycle engineaccording to claim 24, wherein supercharging pistons are disposed on theoutside of said respective dual enlarged piston heads and chargingvalves and feed valves are provided on the piston superchargers.
 26. Theenergy conservation cycle engine according to claim 13, wherein in orderto rotate the crankshaft by a reciprocating motion of the first piston,in a radial direction near a central position of the inside of the firstpiston, parallel tracks, into which crankshaft side cams are fitted andpivoted rotatably to the crankshaft are inserted and retained in amanner to reciprocate freely, are provided oppositely.
 27. The energyconservation cycle engine according to claim 13, wherein in order torotate the crankshaft by a reciprocating motion of the first piston, ina radial direction near a central position of the inside of the firstpiston, parallel tracks, into which crankshaft side translation bearingsare fitted and pivoted rotatably to the crankshaft are inserted andretained in a manner to reciprocate freely, are provided oppositely. 28.The energy conservation cycle engine according to claim 13, wherein inorder to rotate the crankshaft by a reciprocating motion of the firstpiston, in a radial direction near central positions of the cylinders,cylinder bores and cylinder-side parallel track assembling ports areprovided into a cross-like form.
 29. The energy conservation cycleengine according to claim 13, wherein in order to rotate the crankshaftby a reciprocating motion of said first piston, in the radial directionnear a central position of said first piston, a piston bore and apiston-side parallel track assembling port are provided into across-like form.
 30. The energy conservation cycle engine according toclaim 13, wherein a vicinity of said first combustion chamber isprovided as a heat-resistant, corrosion-resistant and heat-insulatedstructure by utilizing heat-resistant, corrosion-resistant andheat-insulating materials, and in the heat-resistant andcorrosion-resistant materials, inclined air passages for the one-way airchannel are provided.